Switch-throwing device.



J. B. & A. LOGAN.

SWITCH THROWING DEVICE.

APPLICATION FILED JULY 3, 1911.

1,018,918. Patented Feb. 27. 1912.

WITNESSES r j/Z 6/? ATTORNEYS,

JAMES B. LOG-AN AND ARTHUR LOGAN, OF SOUTH GREENSBI TRG, PENNSYLVANIA.

SWITCH-THROWING DEVICE.

Epecifi cation of Letters Patent.

Patented Feb. 2'2, EH2.

To all whom it may concern:

Be it known that We, JAMEs B. LOGAN and ARTHUR LO AN, citizens ofthe-United States of America, residing at South Greensburg, in the county ofWestmoreland and State of Pennsylvania, have invented certain new anduseful Improvements in Switch-Throwing Devices, of which the followingis a specification, reference being bad therein to the accompanyingdrawing.

Our invention relates to improvements in switch throwing devices, andhas for its object to provide a structure whereby a car may be'shiftedonto a switch without stop ping the car, the structure being such as topermit the usual operations of the main line;

Tothese, and other ends, the nature of which will be readily understoodas the intention is hereinafter disclosed, our invention consists in theimproved construction and combination of parts hereinafter fullydescribed, illustrated in the accompanying drawings, and particularlypointed out in the appended claims.

v In the accompanying drawings, in which similar" reference charactersindicate Similar parts in each of the viewsl igure 1 is a plan view,somewhat diagrammatic, of a portion of an ordinary track, illustratingone way in which our structure may be applied thereto. Figs. 2 and 3 aresectional views, respectively. on the lines 22 and 33 of Fig. 1. 1 1g. 41s a view showing a switch shifting structure applied to a car.

Our present invention is substantially ,an addition to the ordinaryswitch structure of a steam, street, or other railway, the additionsbeing in the form of attachnieius which will permit a person on a car tothrow the switch to permit shifting.

In Fig. 1, 1O designates the main line and 11 the switch of a railwaytrack, 12 indicating the movable switch point for the inner rail and 13the point for the outer rail, these parts being constructed as usual.Our improved structure comprises 'two mechanisms, one connected to th eswitch point of the inner rail, and the other carried by the car. Theattachment for the switch point is in the form of a rail 14,

boltedor otherwise secured to the inner side of the switch point andwhich is of a height sufficiently less than the railto permit aclearance for the wheel flanges of a car thereabove. The bar. 14 is of asuitable length and projects forwardly from the switch point a distancepreferably approximating that of the length of a car, and. has its outerend curved, as at 15, to provide a mouth between it and the rail. Thefront end of the bar or rail 14 is normally held in juxtaposition to therail of the main track by a suitable spring structure, exemplified bythe spring 16, while the rear portion of the rail or bar is supported bya pivoted bar 17, having its forward end in contact with the bar or rail14, and also being spring supported in suitable manner, as by a spring18. By this construction, the switch point, while having its activeportion of the type now in general use is provided with an extensionwhich has its movements in unison with the switch, these partseitherbeing formed integral or secured to each other, as desired. Theextension performs no function in the operation of the main line, beingentirely 'out of the path of the wheels, acting simply to throwrtheswitch at the proper time when actuatedby a suitable actuating devicecarried by the car, the operation of which acts to move thes'witch'point out of its normal position to permit the car to take theswitch, and which will retain the switch in open, position until theentire wheel base of the car has passed beyond the switch point. Toprovide this operation, we make use of any suitable device carried bythe car, one form of which is illustrated in Fig. 4;, wherein 20designates a spring support bar projecting through the floor of the carand having its lower end. curved outwardly, as at 21, the bar beingadapted to be normally in raised position, and capable of beingdepressed by the foot of an operator through the use of a foot plate 22,the downward movement of the bar 20 serving to carry the c nu'ved'end ofthe bar into the mouth of the switch structure. The car is preferablyprovided with a bar 20 at each end, and in use, the switch is thrown bythe rod at the rear of the car so that the. bar or rail 14 :will bereheavy structure from becoming bent under the action of the structionlie in the fact that the ordinary switch with its spring support may been ployed, requiring no change 'in the present structure of the switch,the additions being readily placed in position ready for opera.- tionwithout disturbing the ordinary track structure; while the extension isof considerable length, it will be readily understood that it need notbe of heavy weight, it being necessary only to provide a sutticiently toprevent the extension switch throwing operation, the yielding supportprovided by the springs 16 and 18 aiding in obtaining this result; andthe fact that a depression of the bar 20 at the rear of the car will notonly actuate the switch point, but will, in addition, retain the lattein open position until the wheel base has been switched, isadvantageous, for the reason that the switching operation can be done ata considerable speed of travel of the car, it being necessary only forthe operator to depress the proper rod 20 so that it will on ter themouth at the front of the extension, whereupon the remainder of theoperation is automatic.

While we have shown the extension as supported by two springs, it willbe readily understood that this number may be decreased 'or,increased,depending upon the length. and type of the extension provided by the baror rail 14.

'While we have herein shown and described a referred form of ourinvention, we desire-1t to be understood that the same is notlimited tothe specific details shown, as we reserve the right to make any and allsuch changes and modifications therein as may be found necessary ordesirable, in so far as they may fall Within the spirit and scope of theappended claims.

Having thus described our invention, what we claim as new, and desire tosecure by Letters Patent of the United States, 1s:-

1. In track having a main line and a switch, a switch point normallyclosing the switch, said point having an extension projecting forwardly.therefrom in sub stantial parallelism with the main line and having itsforwardend curved to provide a month between it and the main line track,

'said extension being of a length sutficient to permit its -operationfrom a point in rear of the rear wheel ot a car 121 advance oi? thereaching of the switch point by the torward wheel of the car, w

eby a movee extension w the switch away from the rail wii in a trackhaving main line one switcl i 1 n. a u point no mally cl .oint ha i t vaidiy the i in substantial parallelism with main line and having itsforward end curved to provide a mouth between it and the main line tracwhereby'a movement of the forward encot the extension away from the railw i throw the switch point, said extension be ing yieldingly supported.

Ina track having a main line a switch, a switch point normally closingthe switch and having an extension pro jecting forwardly and depressedbelow the path of travel of a car wheel ange, said extension having its.forward end cu= e1 inwardly to provide a men h between extension and themain line rail, and means for yieldingly supporting said extension.

4:. In a track having a main line l "witch, a switch point normallyclosing he switch and having an extension proecting forwardly anddepressed below the path of travel of a car wheel flange, said extensionhaving its forward carved inwardly to provide a month between extensionand the main linerail, and means for yieldingly supper ing saidextension, said extension being of a len th sufficient to permit itsoperation from a point in rear of the rear wheel of a car in advance ofthe reaching of the switch point by the forward wheel of the car.

5. In a track having ainain line and a switch, a switch point normallyclosing the switch and having an extension projecting forwardly anddepressed below the path of said extension having its forward end curvedinwardly to provide a month between the extension and the main linerail, and means for yieldingly supporting said extension, said extensionbein of a length suiiicient to permit its operation from a point in rearof the rear wheel of a car in advance of the reaching of the switchpoint by the forward end of the car, and means carried by each end ofthe car for moving said extension. I

6. In a track having a main line and a switch, a switch point normallyclosing the switch and having an extension projecting forwardly anddepressed below the path or" travel of a car wheel flange, saidextension having its forward curved inwardly to provide a mouth betweenthe extension and the main line rail, and means for yieldinglysupporting said extension, said extension being lent a sufficient .7

to permit its operation from a, point in rear of the rear wheel of a carin advance of the reaching of the switch point by the for- Ward. wheelof the ear, and means carried,

by each end of the car for moving said extension, said means comprisinga bar normally out of the plane of the track and adapted to be depressedinto said mouth.

In testimony whereof We afiix our signatures 1n theipresence of twowltnesses.

JAMES B. LOGAN. ARTHUR LOGAN. Witnesses:

W. J. WALKER, JOHN GRAHAM.

